Ticket issuing and collection systems

ABSTRACT

The invention provides a ticket system for public transport vehicles based on the use of tickets which require to be of a predetermined length when presented for checking as the passenger leaves the vehicle, this length being determined on issue of the ticket by mechanism which allows for the issue point in relation to the complete journey and also in accordance with the fare paid: thus all tickets checked at any particular point should be of the same length irrespective of their several issue points, and any short ticket indicates short payment.

United States Patent [1 1 James Aug. 19, 1975 [54] TICKET ISSUING ANDCOLLECTION 3.204.741 9/1965 Maxwell et al. 194/4 B SYSTEMS 3.53(l 9689/l97ll Palmer l94/4 R 3.595358 7/l97l Chase n 194/4 R [75] Inventor:Alec Patrick James. Su on 162L964 m Riddle etzxlr 194m) Coldfield,England [73] Assignee: National Research Development Sloyiln CorporationLondon England Attorney Agent, or F1'rmCushman, Darby and Cushman {22]Filed: Mar. 2|, 1972 [2i l Appl. No.: 236,583 [57] ABSTRACT Related U SAppncation D m The invention provides a ticket system for public [62]Division ofSer. No. ()(LUM Jun. l l97ll,ahandoned. transport vehiclesbased on h use of tickets which require to he of a predetermined lengthwhen pres [52] U S Cl 235/6] 7 194/4 a3V6] 8 ented for checking as thepassenger leaves the vehicle. i H Q i m this length being determined onissue of the ticket by [Q I I m 2 G06K 5/00, 6 7/00 mechanism whichallows for the issue point in relation g Field lllll 8 A 6] R M 7 to thecomplete journey and also in accordance with 340/1492 TQM/4 4 the farepaid: thus all tickets checked at any particular i I i H point should heof the same length irrespective of their [56] References Cied severalissue points. and an short ticket indicates -h t I L UNITED STATESPATENTS b or palm" 2.783.865 3/1957 Cleave |94/4 R 8 Clmms- Drawmgfigures TURNST/LE MECHAN/SM i (DEPRESS'ED 5) TICKET} CHUTE I 4 2MICROSW/TCH ROTARY sate/V010 PATENTED AUG] 9 I975 SHEET 1 BF 3 WW 3 |I|HM UL x Ill lll b 1 m -il l FM M l. k. m I F m Fig. 4.

Fig.3.

W Fig/l.

mam-win I 9 W5 POWERED ACTUATOR FEED ROLLS roam-$550 4/4 BY TICKET) CHUT: TICKET TUR/VST/LE r MECHANISM MICROSW/ TCH 4/6 ROTAR DRIVERS" SWITCH lI I l 64 TICKET ISSUING AND COLLECTION SYSTEMS This is a division, ofapplication Ser. No. 14, filed Jan. 2, I970, now abandoned.

This invention relates to ticket issuing and collecting systems forPublic Transport vehicles.

The objects of the invention are to provide novel systems and relatedapparatus for use therewith which are adapted (but not exclusively) foruse on so-called one-man vehicles" or conductor-less vehicles, e.g.omnibuses, which will minimise delays at ingress and egress doors, andcontrol or prevent passengers freely leaving the vehicle after riding inexcess of the fare paid distance. The invention is based on the use ofso-called logical fare structure where each stage travelled by thepassenger (or part stage) incurs unit fare payment.

In accordance with a broad aspect of the invention, a ticket or tokensystem for use in connection with a transport vehicle comprises a tickethaving a significant portion of a length corresponding to the formula ab x where a is the number of stages travelled by the vehicle before theticket is issued and b is the number of units or stages of travel paidfor.

Also in accordance with the invention, apparatus for issuing tickets ortokens comprises means for delivering tickets having a significantportion of a length dimension corresponding to the fomiula u .r h .twhere u is the number of stages travelled by the vehicle before theticket is issued and b is the number of units or stages of travel paidfor.

Further in accordance with the invention, apparatus for accepting orrejecting tickets or tokens comprises means for comparing thesignificant length dimension of a ticket with a standard determined bynumber of stages travelled by the vehicle at the point of comparison andfor accepting tickets equal to or greater than that length, andrejecting others.

The significant length may be the whole of the ticket so that ticketsissued at different stages of the journey for a journey to the terminuswill be of different lengths.

Alternatively, the tickets may be of standard and invariable length. andhave for example a notch or slot cut into the ticket so that thedistance between that notch or slot and the end of the ticket comprisesthe significant length, in which case it may be necessary to provide thesaid end with a recognisable marking such as another slot or notch;again the tickets may be assymetrical about a longitudinal line, and thenotch or the like placed at different positions along one or other sideto the same effect.

Instead of using notches or slots to mark one end of the significantportion, the whole ticket length, over the significant portion, may bemarked. e.g. with ink, or magnetic ink.

Preferably the whole of the ticket is significant and the formula is n ax b x where n is a constant, and

this enables x to be reduced to a small dimension proportional to thesensitivity of a switch or like to be operated by the ticket itself. Theinvention therefore conresin especially one adapted to be folded to Veesection may well be suitable. The addition of n gives a minimum lengthconvenient for handling e.g. of one inch, for a minimum journeyeffective from the beginning of the vehicle journey, and because .t maybe small. e.g.

one millimetre or one-sixteenth part of an inch. the

maximum ticket length, e.g. for a journey of sixteen stages will stillbe less than 2 inches.

Further details of the invention will be apparent from the followingdescription described with reference to the accompanying diagrammaticdrawings, wherein:

FIG. 1 shows one ticket;

FIG. 2 shows another ticket. both the tickets of FIGS. 1 and 2 beingissued by an apparatus according to one embodiment of the invention;

FIGS. 3 and 4 show modified tickets useful in other embodiments referredto hereinafter;

FIG. 5 is a perspective view of part of one embodiment of ticket issuingapparatus;

FIG. 6 is an enlarged fragmentary view in the direction of arrow 6, FIG.5;

FIG. 7 is an end elevation of the parts shown in FIG.

FIG. 8 shows, in enlarged perspective view. another part of theapparatus of FIG. 5;

FIG. 9 is an elevation and FIG. I0 an end elevation of an alternativeapparatus, showing part only; and

FIG. 11 is a diagrammatic view of a ticket collecting and measuringapparatus.

FIG. 12 is a diagrammatic view of a ticket actuated exit control systemfollowing the principles hereof.

The system now described is based on use of tickets of predetermined butvariable length. The total length of any ticket will be n a .r b Thebasic length of a ticket n which may be any convenient short length.

40 for example one inch. This is increased by two factors.

Firstly, the factor a represents the issuing stage number. Thus if aticket is issued at the commencement of the journey, between stages 0and l, the first factor is zero. If issued at or after stage 1 andbefore stage 2, the

value of a l and so on. For example a ticket issued at stage 10 willresult in a [0. The value of X may be any convenient small dimension, aswill be better understood from a reading of the later parts of thespecification, but may be e.g. 1/16 inch.

The value of factor b depends upon the number of stages paid for. Thus.if the logical fare structure is (u! (or any like monetary unit) perstage. then 6d buys a one stage journey, and b 1. If five shillings ispaid (being 10 of said monetary units). b= 10 (that is 10 six pennystages) and so on.

Hence, using the values quoted, a sixpenny ticket bought at stage 0 willhave a length of l I n H Equally, a two shilling ticket bought at stage3 will 5 have a length of:

The ticket FIG. 1 and 2 comprises a length of an extruded plastics flatribbon with longitudinal groove 11 to allow the ribbon to be folded intoa Vee to give relative rigidity. The required degree of stiffness andrigidity will be better understood from a reading of the later parts ofthis specification. FIG. I shows a ticket for stage bought betweenstages 0 and 1. FIG. 2 shows a ticket issued after stage 4, for a threestage journey.

Turning now to FIG. 5, the issuing mechanism includes wound spools ormagazines of the ticket material, which is fed in the flat condition, indirection of arrow 14 between spring 15 loaded drive rolls 16 which aregeared together at 18. The rolls are driven by a motor 17 not shown inFIG. 5, which may be constantly driven, or started when the apparatus isbrought into use by operating a push button or inserting coins (as laterdescribed).

On the output side of the rolls is a forming guide comprisingcomplementary Vee members 19, 20 which form the ticket into like shapeand support it.

The guide terminates at a cutter mechanism 22, see FIG. 6, including aguillotine 24, driven via double lever 26, pivoted at 28, and with afollower at its opposite end engaged with a cam 32. At rest, theguillotine closes the guide and the ticket material end abuts theguillotine blade. Beyond the guillotine, in the same direction 14., is askeleton guide having parallel lateral members 36, and a movable stop38. The spacing of stop 38 from the guillotine is equal to the n +u x bx formula for the next ticket to be issued.

Cam 32 is driven from motor 40 via worm gear 42, and the shaft 44carrying the cam 32 also carries a second cam 46 operative on a leversystem 48 which includes plunger 50 displaceable between the doublelever 26 (and guided thereby) and terminating between the guides 36.

In operation. the motor is started by the button operation (as describedhereinafter) and the cams 32, 46 causes the levers 26 and 48 to pivot(with the aid of spring means not shown) to allow the ticket material tofeed forward, along guide 36, until it hits the stop 38. As the lever 26reaches one extreme position, a micro switch 54 is hit. and this stopsthe motor 40. Stop 38 incorporates a further micro-switch which restartsthe motor to return the lever 26, and cut the ticket by the guillotine24, and in this part of the shaft movement the second cam 46 causesplunger 50 to be displaced downwards into the Vee of the ticket so as tocollapse it and displace it through the guide 36 to fall down a deliverychute 37 (not shown in FIG. 5). The lever system actuates a furthermicroswitch 56 at this point to stop the motor. The ticket materialforming part of the store roll or magazine then terminates at theguillotine so that the cycle is complete and ready for repeat.

The position of stop 38 is adjustable towards and away from theguillotine (never approaching nearer than the dimension n). Theadjustment is effected by two control systems. Firstly, a sub-assemblyincluding stop 38 is movable (FIG. 8) by a lead screw 60 under thecontrol of motor or rotary solenoid 62 operated by a so-calleddriversbutton" 64, which is operated at each stage point, and fires thesingle revolution motor or solenoid to advance the complete sub-assemblyframe 68 one increment away from the guillotine.

Thus at stage 0 the frame is at position zero, at stage 1 is advanced toIx from position zero, and so on. Signal lights may show the frameposition for ease of reference.

The frame carries a solenoids set, electrically connected to a coinselector and rejection mechanism which may be of any desired complexity.The arrangement shown is on the assumption that coins of three differentvalues may be used, namely a one unit (611), half unit (3d) or one sixthunit (1d). Obviously the system would be simplified if the arrangementwere to use coins of a single value only, but equally the values couldbe unit and multiples of one unit, as will be clear from the followingdescription.

Three solenoids are employed, indicated by refer ences 70, 71, 72 andall are alike. Each is connected to a different coin path switch, sothat the passage of 6d pieces along one path fires solenoid 3d piecesalong another path fire solenoid 71, and 1d pieces fire solenoid 72.Each solenoid armature is connected via a lever and pawl system 74, toturn pinion 75 and shaft 76 (in the case of the first solenoid) and agear 77 of e.g. 60 teeth meshes with a first rack 78. In the solenoidstroke the pinion and gear are turned through a fixed angle, say 36, andhence the rack 78 is displaced by 6 teeth. A locking pawl 80 holds thepinion in the fired position, whilst the lever system is spring orotherwise returned, so that a succession of like coins will fire thesolenoid repeatedly and advance the rack by like increments on eachoccasion.

The rack 78 is fast with a sub-frame 82 on which the second solenoid ismounted. Hence, coin operated movement of the first solenoid displacesthe second solenoid, and as the system is repeated, likewise displacesthe third solenoid and rack 88. The difference between the three partsof the system is that the gear 89 operated by the second solenoid 7] hashalf the number of teeth and hence displaces its rack by 3 toothincrements when solenoid 71 is fired, and solenoid 72 operates gear 90with a further reduced number of teeth (e.g. 10 teeth) so that its rack(88) is displaced in one tooth increments.

In this arrangement, six rack teeth equal one stage increment, that isthe factor x in the formula 11 a x Rack 88 carries a further pinion 91which runs on rack 92 (which is fixed on the frame 68) and on rack 94(which is displaceable). Hence the two racks 88 and 94 are moved inaccordance with the sum of the coins fed, through distances which arerespectively b .t' and 2 b .t.

Considering now the logical fare structure frequently employed in thiscountry, children usually travel at half fare, so that a ticket for afour stage journey requires the stop 38 to be moved for 4.1- in returnfor a payment of two monetary units (one shilling). The movement of rack94 provides this.

Rack 94 carries a first stop 38a which is pivoted for slight movement,and carries a pawl 98 which, when the stop is pivoted by the ticket endimpacting the same, moves the pawl into engagement with locking rack 99which is fixed relative to the whole apparatus, so as to lock that stop38a and prevent the same being displaced. Behind the stop is themicro-switch previously referred to, which causes lever operation andticket cutting and ejection.

It will be appreciated that stop 38a moves under coin operation at twicethe speed of a second stop 38!) carried by rack 88. Stop 38b is locatednormally out of the path of the ticket material so as to allow unimpededfeed of the ticket material up to stop 38a. Stop 38b is pivoted formovement into said path by solenoid 100 and is provided with a pawl forlocking rack operation exactly as stop 38a.

The apparatus incorporates a selector mechanism, FIG. 8, convenientlyhousing the coin-freed mechanism with coin slots 102, 103, 104 and pushbuttons marked free, child" and adult." Operation is to insert the coinsand press the appropriate button. If adult" is pressed, solenoid I isoperated, and the ticket is measured to stop 38!) and cut to thatlength. If child" is pressed, solenoid 100 does not operate and stop 38!controls the length. If free" is pressed, and no coins inserted, theticket reaches the first erected stop (3817) but without any solenoidcaused frame and stop movement. and the ticket is measured to n +a .r.This gives a measure of the boarding point only. Should free be pressedand money inserted, the result is the same as if adult is pressed.

Operation of the lever 26 and micro switch 56, terminates the cuttingand ejection cycle, also operates lever 105, FIG. 8, which releases allof the pawls 80, and frees the pinions and gears for free wheel returnmotion. Spring 106 then retracts the two sub-frames and closes the threesolenoids together to the start position, and similarly at thecommencement of a fresh cycle these pawls are re-engaged.

In order to distinguish between half-fare and full fare tickets, anotching device 110, FIGS. -7 is employed. Operation of the child"button operates solenoid 112, which displaces an abutment I14 between astop 116 on the guillotine and a cutter II8, so that the cutter isdisplaced when the ticket is cut, to form a notch therein. If the child"button is not pressed, the cutter is inoperative.

Instead of using series located and arranged solenoids as in FIG. 8, thearrangements of FIGS. 9 and 10 can be used for example. In thisarrangement, a solenoid 200 angularly turns shaft 202 carrying angularlylocated and spaced stops 204, so that different ones of the stops inturn are erected into the path of the ticket 10 from feed rolls 16.

The vehicle driver may select a control position as each stage isreached, by pressing a button, turning a knob or other means, so thatthe first stop is moved into the path of the material at the firststage, the second at the second stage, and so on. When coins areaccepted, further stops are moved according to the value of the coins.Thus at the third journey stage, the third stop is erected by thedriver's control, and a one and sixpenny payment (using the valuesuggested hereinbefore) erects the sixth stop. Movement of any one stopcancels the previously erected one, i.e. takes it beyond the operativeposition.

Solenoid 200 may be moved by the drivers selector or other means, and atthe other end of the shaft is a further stepwise turning mechanism movedby the coin acceptance mechanism. For a journey of say eleven stages,ten stops 204 may be provided (because the minimum journey is one stage)and they may be equiangularly spaced in respect of their operating lobeswhich project into the path of the ticket material. AI-

ternatively the stops 204 may operate followers to project as aforesaid.The turning mechanism may be rotary solenoids, and another solenoid ormotor may return the shaft and earns to the start position after eachticket issuing operation i.e. to the drivers selector switch operatedposition, or to a zero position at which the driver's selector switchre-sets the shaft to the stage position.

Hence, by suitable and preferably simple electrical or mechanicalarrangements, insertion of the coins results in setting of the stops,feed of the material up to the selected stop, and the feed rolls ordrive then slips on or relative to the material (and hence there is arelationship between stiffness of the material and the frictional gripof feed rolls on the material or the equivalent, for example byproviding a torque limiter clutch in the feed roll drive, althoughalternatively guide means may hold the material strip in a straight orflat position), and then the guillotine operates. The ticket length thussevered may be fed, or fall by gravity, to the collection point whichmay include issue rolls used, when the ticket is pulled therethrough, toreset the apparatus, or alternatively re-setting may follow guillotineoperation automatically. Also ticket extraction may control ingress tothe vehicle.

If the intending passenger pays a fare in excess of the maximum, c.g,boarding at the penultimate stage, a fare for four stages is paid,several possibilities exist: the fare may be rejected, due to a couplingbetween the coin acceptance mechanism and the drivers selector switch;the excess may be refunded in an automatic change issuing mechanism; oras the simplest possibility in both of the above described withreference to the drawings embodiments, the coins may be accepted and aticket issued. If the cam mechanism in FIGS. 9 and 10 is entirelyrotational, it might be possible for the cams to turn beyond theposition in which a maximum length ticket is issued, and therefore ifthe simplest possibility is followed, a stop may be included to preventthe mechanism turning beyond the maximum length position in any onecoin-operated actuation, although this does not apply to FIGS. 5 8.

If desired the severed length, i.e. the ticket may be impressed withsome legend by associated punches, eg. the legends ticket issued beforestage" and stages of journey paid for" may be punched or printed on theticket, and numbers added as the final step before issue, correspondingto the setting of the apparatus.

FIG. 3 shows a symmetrical ticket in which the total length is constant,and the position of a notch 220 is fixed by the stage increment and farepaid measuring system, having a significant length m from a recognisableend of the ticket.

FIG. 4 shows an assymetrical ticket in which the distance from point pto the notch (q or l) either along one side (q) or both (v) gives thesignificant length.

Referring to FIG. 12, at the exit or doorway, a further apparatus islocated and preferably a barrier, turnstile, or (if one is provided atthe ingress door) a further barrier or turnstile 410 to control exit.This further apparatus comprises a cup, chute 412, or other means forcollecting an inserted ticket T, aligning the same with powered feedrolls 414, and for feeding the ticket therethrough. Associated with thefeed rolls is a switch 416 adapted to release the turnstile or barrierto allow the passenger to exit from the vehicle.

The switch 416 is positioned at a predetermined and variable distancefrom the feed rolls 414 and this dis- 7 tance is equal to n +a x. Thuswhen the vehicle is between stages and 1, the distance (set to the nextstage number) is equal to:

The said distance n u x is the dimension between the nip point 418 andthe switch 416 in its displaced or operated condition, and if .t 1/16,the switch must be adapted to be operated in a distance of displacementless than 1/16 inch. A micro switch is suitable. However, the feed rolls414 may impart a velocity to the ticket, which may allow the switch 416to be displaced and operated after the ticket has left the issue rolls,but for reasons which will be apparent from the next followingparagraphs, this is only useful within narrow limits: however the ticketmaterial envisaged is light in weight and therefore the momentum may besmall even if the velocity is high.

Assuming that the vehicle is approaching stage 8 for example. all ticketholders alighting from the vehicle should be in possession of tickets ofn 8x 1% inches length, and the switch distance is set appropriately. forexample at l-lS/32 inches from the roll nip. The ticket length of 1V2inches will he possessed for example by passengers loading at stage 0who have paid 8 units (n (l ,r 8 1 inch 0 inch A inch) or for example atstage who have paid 3 units 5 3 u+5.\+3.\-l -lm 1/:

and so on. These tickets, fed into the apparatus at 412, will besupported by their trailing 1/32 inch portion as they contact the switch416, and due to the sensitivity of the switch the latter will beoperated as the tickets emerge from the rolls.

If the passenger has paid excess fare at this point, e.g. has paid forfour stages but decides to alight after only one or less than four, agreater portion of the ticket will trail through the roll nip 418, andthe ticket will still operate the switch 416.

After switch operation the ticket falls or is conveyed to a collectionbin, sack or the like, so that the material can be re-processed (andthermoplastics are therefore particularly convenient from this aspect)and more particularly so that a passenger cannot recover the ticket forsubsequent use on another journey.

If however the ticket is not of sufficient length. c.g. is for a J-stagejourney and is used for 4 stages. then the ticket will be (at stage 8 orafter stage 7) only 1-7/16 inches long instead of 1 V2 inches and whenthe last 1/32 inch of ticket is in the nip the leading end will be 1/16inch short of the switch 416 and then will be ineffective to operate theswitch 416 when discharged from the nip 418, and the barrier orturnstile 410 will remain locked. The passenger cannot exit from thevehicle.

At this juncture, several possibilities exist depending upon the degreeof sophistication required.

Preferably the ticket is collected. and transferred to a short-paymentmechanism including a measuring dc' vice which measures the ticketlength and short-payment amount, and sets a further mechanism so thatinsertion of appropriate coins into a device operates another releasemechanism at the barrier or turnstile.

The distance of switch 416 from rolls 414 may be varied by a solenoid 62or other device operated with the driver's selector switch 64 or like,and at the same time a far stop on the measuring device in theshortpayment mechanism may be set, by means similar to those used in theticket issuing apparatus. A second stop may be spring loaded intoabutment with the ticket end to hold the ticket between the two stops,and the near stop position relative to a zero position may trigger oneof a series of micro switches to set the coin ac ceptance mechanism atthe required level. For example, if two units of payment are short, theticket will be /8 inch short, and the near stop will step to position 2and the associated micro switch sets the coin mechanism to accept oneshilling or the equivalent and then release the barrier. The ticket thenjoins the accepted tickets or is otherwise collected.

if desired, the ticket may be conveyed in the issue or collectionapparatus by any convenient means including blanket conveyors such asadjacent pairs of bands running in endless loops, with the tickettrapped therebetween, and this may for example guide the ticket betweenthe feed rolls and the operating switch. Alternatively or additionallypivotal guide means may direct the ticket first to the switch and thenalong acceptance or reject channels according to whether the switch isoperated or not. These means may enable relatively flimsy ribbon liketickets to be employed.

The feed rolls of the ticket collecting apparatus are preferably ofsmall diameter, and two pairs may be adjacent, and arranged so that thesecond pair tend to defleet the ticket, for example by driving one rollonly of that pair. This may result in the ticket being fed to the switchand subsequently deflected along an acceptance path, or if the trailingend of the ticket leaves the first pair of rolls before the ticket abutsthe switch, the deflection may take the ticket along another path forrejection.

Alternatively in a simpler arrangement, ticket rejection actuates anindicator or alarm and the driver may open a trap, remove the ticketmanually, measure the ticket on a scale, and collect and accept paymentbefore releasing the barrier or like.

One presently preferred embodiment of collecting apparatus is shown inFIG. 11. This includes a guide 300, feed rolls 302, and a rotary member304 with abutment 306. The ticket is fed in, causes the member 304 tomove angularly, whilst the ticket is trapped between the member and aguide 308. When the trailing end of the ticket leaves the rolls, angularmovement ceases. The rotary member carries a series of regularly spacedsignalling devices e.g. magnetic pads 310, and the stationary part ofthe apparatus includes like spaced switches 312, at a slightly greaterspacing. The result is based on the vernier effect, as will behereinafter explained.

Associated with the driver's position is a panel of lights (for example)including in one column, lights 314, one of which is illuminated inaccordance with the drivers stage position. Thus at stage 3 for example,light 314" is lit. 1n the other column 316, lights are lit according towhich of the switches 312 are actuated by the close proximity of amagnet 310.

Assuming that a ticket of correct length is inserted, the third switch312" and magnet 310 will align and a light 311: will be illuminated. Astwo side-by-side lamps are lit, the driver knows that the fare iscorrect and may operate a release mechanism in a turnstile.

If however the ticket is short-paid by one penny magnet 310 will alignwith switch 312 and lamp 316 will be illuminated so that the driver willknow by comparison of lamp 316 with lamp 314" the amount of extra fareto be paid. and can recover this before releasing the passenger. If thefare tendered is two pennies short. lamp 316 will be lit and again thecomparison of lamps 3l6' and 314 Operation of the passenger releasemechanism. e.g. turnstile, also swings guide 308 away. e.g. axially ofthe member 304, and the ticket falls, due in part to its resiliencetending to straighten it. into collection box 320.

Whilst the foregoing description is based on use of the n a .r h .rticket length. it may be possible in small number stage journeys to usea x b x i.e. eliminate n. This is largely a matter of convenient ticketlength. A one inch ticket may be the smallest convenient length formanipulation by gloved fingers or the arthritic for example. and morethan a two inch length may be cumbersome, and entail delay unless feedrolls run at high speed. However for a two stage joumcy. A may be oneinch and a ticket ofa b will be satisfactory. Usually in urban passengertransport, journeys of l()l 5 stages are common.

Although the invention has been described with refcrence to a system andapparatus useful for a one-man omnibus. in which the crew consists ofthe driver only. the invention may be applied using apparatus for ticketissue installed at turnstiles controlling exit to vehicles fromstationary buildings and the like. with the collection apparatus at thevehicle exit door. lt may also find application on urban (for example)railway lines. when issuing and collection apparatus may be provided atthe stations without any modification to the vehicles. The apparatuscould also be used for controlling charges proportional to time insteadof fare stages. with the length measuring varied by clocks.

Although reference is made to various coins and to multiples ofsixpence. it will be appreciated that the same mechanisms are usefulwith either the forthcoming decimal coinage in Great Britain or withother monetary systems. on the same principles.

I claim:

1. A transport vehicle ticket system designed to collect the exact farefrom each passenger boarding a transport vehicle traveling over amultiple timeor spatial-interval route wherein the fare due to be paidby each passenger upon boarding is directly related to the number ofintervals to be traveled by that passenger, regardless of whether thepassenger is traveling to the end of the line, or is disembarkingsooner, said ticket system including:

l. ticket issuing apparatus including:

means for collecting the particular fare tendered by each passenger;

means for determining the amount so tendered; and

means for issuing a ticket. to each such passenger. having appliedthereon by said issuing means a significant portion of a length n(u+h).r, wherein:

n is a constant length greater than or equal to zero.

provided to be greater than zero when needed to permit the significantportion to be long enough for the ticket to be properly handled;

.r is a constant increment of length, greater than zero.

chosen to represent an individual interval of travel,

a corresponds to the number of intervals the vehicle has traveled alongsaid route prior to the boarding of each particular passenger; and

11 corresponds to the number of intervals that passenger wishes totravel between boarding and disembarking from the vehicle; and

2. ticket receiving apparatus, including:

means for tentatively accepting each ticket tendered by eachdiscmbarking passenger;

means associated with said tentatively accepting means for registeringthe lapsing of each of said intervals. as the vehicle travels from oneend of the route to the other and for detecting the length of saidsignificant portion of each ticket so tendered. the detecting meansincluding means for discriminating between a ticket for which saidlength is less than. and, instead. is at least equal to that lengthwhich would have been provided on the ticket had the disembarkingpassenger indeed paid the exact fare for the number of intervalsactually traveled.

2. The transport vehicle ticket system of claim I wherein the ticketreceiving apparatus further includes means for finally acceptingtentatively accepted tickets whose said length is found to besufficiently long and for rejecting those whose said length is found tobe too short.

3. The transport vehicle ticket system of claim I wherein the ticketissuing apparatus includes means for feeding to a receiving station theleading end of a supply of ticket strip of longer length than that ofthe individual tickets to be issued; metering and severing means forsuccessively abstracting from the ticket strip extending back from saidleading end each said ticket upon the tendering of each respective fare.

4. The transport vehicle ticket system of claim I wherein the ticketissuing means includes means for severing ticket material from an end ofthe ticket being issued. whereby said length is the length of the ticketfrom one end thereof to the other end thereof.

5. The transport vehicle ticket system of claim I wherein the ticketissuing means includes means for severing ticket material from at leastone site intermediate the opposite ends of the ticket being issued.whereby the distance along said ticket between said one site and someother site on the ticket constitutes said length.

6. The transport vehicle ticket system of claim 1 wherein the ticketissuing means includes means for marking the ticket with a magneticmedium to demarcate said length thereon.

7. A transport vehicle ticket system designed to collect the exact farefrom each passenger boarding a transport vehicle traveling over amultiple timeor spatial-interval route wherein the fare due to be paidby each passenger upon boarding is directly related to the number ofintervals to be traveled by that passenger. regardless of whether thepassenger is traveling to the end of the line. or is disembarkingsooner. and wherein each passenger tendering a fare is issued a tickethaving applied thereon a significant portion of a length n (a+h).\-,wherein:

u is a constant length greater than or equal to zero. provided to begreater than zero when needed to permit the significant portion to belong enough for the ticket to be properly handled;

x is a constant increment of length. greater than zero. chosen torepresent an individual interval of travel;

11 corresponds to the number of intervals the vehicle has traveled alongsaid route prior to the boarding of each particular passenger; and

b corresponds to the number of intervals that passenger wishes to travelbetween boarding and disembarking from the vehicle;

said ticket system including:

ticket receiving apparatus including:

means for tentatively accepting each ticket tendered by eachdisembarking passenger;

means associated with said tentatively accepting means for registeringthe lapsing of each of said intervals, as the vehicle travels from oneend of the route to the other and for detecting the length of saidsignificiant portion of each ticket so tendered, the detecting meansincluding means for discriminating between a ticket for which saidlength is less than, and, instead, is at least equal to that length 12which would have been provided on the ticket had the disembarkingpassenger indeed paid the exact fare for the number of intervalsactually traveled. 8. The apparatus of claim 7 wherein the detectingmeans includes:

moved relative to the feed means and set.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION PATENT NO. 3 900,715

DATED August 19, 1975 INVENTOR(S) Alec P. James It is certified thaterror appears in the ab0veidentified patent and that sard Letters Patentare hereby corrected as shown beiow:

In the Heading:

Item [30] Foreign Application Priority Data Please add:

January 11, 1969 Great Britain. ..l783

October 22, 1969 Great Britain.. .51703 Signed and Sealed thistwenty-seventh Day of April1976 [SEAL] A (test:

RUTH C. MASON C. MARSHALL DANN Arresting ()jfr'rer ('nmmissr'unvr ofI'urems and Trademarks

1. A transport vehicle ticket system designed to collect the exact farefrom each passenger boarding a transport vehicle traveling over amultiple time- or spatial-interval route wherein the fare due to be paidby each passenger upon boarding is directly related to the number ofintervals to be traveled by that passenger, regardless of whether thepassenger is traveling to the end of the line, or is dIsembarkingsooner, said ticket system including:
 1. ticket issuing apparatusincluding: means for collecting the particular fare tendered by eachpassenger; means for determining the amount so tendered; and means forissuing a ticket, to each such passenger, having applied thereon by saidissuing means a significant portion of a length n + (a+b)x, wherein: nis a constant length greater than or equal to zero, provided to begreater than zero when needed to permit the significant portion to belong enough for the ticket to be properly handled; x is a constantincrement of length, greater than zero, chosen to represent anindividual interval of travel, a corresponds to the number of intervalsthe vehicle has traveled along said route prior to the boarding of eachparticular passenger; and b corresponds to the number of intervals thatpassenger wishes to travel between boarding and disembarking from thevehicle; and
 2. ticket receiving apparatus, including: means fortentatively accepting each ticket tendered by each disembarkingpassenger; means associated with said tentatively accepting means forregistering the lapsing of each of said intervals, as the vehicletravels from one end of the route to the other and for detecting thelength of said significant portion of each ticket so tendered, thedetecting means including means for discriminating between a ticket forwhich said length is less than, and, instead, is at least equal to thatlength which would have been provided on the ticket had the disembarkingpassenger indeed paid the exact fare for the number of intervalsactually traveled.
 2. The transport vehicle ticket system of claim 1wherein the ticket receiving apparatus further includes means forfinally accepting tentatively accepted tickets whose said length isfound to be sufficiently long and for rejecting those whose said lengthis found to be too short.
 2. ticket receiving apparatus, including:means for tentatively accepting each ticket tendered by eachdisembarking passenger; means associated with said tentatively acceptingmeans for registering the lapsing of each of said intervals, as thevehicle travels from one end of the route to the other and for detectingthe length of said significant portion of each ticket so tendered, thedetecting means including means for discriminating between a ticket forwhich said length is less than, and, instead, is at least equal to thatlength which would have been provided on the ticket had the disembarkingpassenger indeed paid the exact fare for the number of intervalsactually traveled.
 3. The transport vehicle ticket system of claim 1wherein the ticket issuing apparatus includes means for feeding to areceiving station the leading end of a supply of ticket strip of longerlength than that of the individual tickets to be issued; metering andsevering means for successively abstracting from the ticket stripextending back from said leading end each said ticket upon the tenderingof each respective fare.
 4. The transport vehicle ticket system of claim1 wherein the ticket issuing means includes means for severing ticketmaterial from an end of the ticket being issued, whereby said length isthe length of the ticket from one end thereof to the other end thereof.5. The transport vehicle ticket system of claim 1 wherein the ticketissuing means includes means for severing ticket material from at leastone site intermediate the opposite ends of the ticket being issued,whereby the distance along said ticket between said one site and someother site on the ticket constitutes said length.
 6. The transportvehicle ticket system of claim 1 wherein the ticket issuing meansincludes means for marking the ticket with a magnetic medium todemarcate said length thereon.
 7. A transport vehicle ticket systemdesigned to collect the exact fare from each passenger boarding atransport vehicle traveling over a multiple time- or spatial-intervalroute wherein the fare due to be paid by each passenger upon boarding isdirectly related to the number of intervals to be traveled by thatpassenger, regardless of whether the passenger is traveling to the endof the line, or is disembarking sooner, and wherein each passengertendering a fare is issued a ticket having applied thereon a significantportion of a length n + (a+b)x, wherein: n is a constant length greaterthan or equal to zero, provided to be greater than zero when needed topermit the significant portion to be long enough for the ticket to beproperly handled; x is a constant Increment of length, greater thanzero, chosen to represent an individual interval of travel; acorresponds to the number of intervals the vehicle has traveled alongsaid route prior to the boarding of each particular passenger; and bcorresponds to the number of intervals that passenger wishes to travelbetween boarding and disembarking from the vehicle; said ticket systemincluding: ticket receiving apparatus including: means for tentativelyaccepting each ticket tendered by each disembarking passenger; meansassociated with said tentatively accepting means for registering thelapsing of each of said intervals, as the vehicle travels from one endof the route to the other and for detecting the length of saidsignificiant portion of each ticket so tendered, the detecting meansincluding means for discriminating between a ticket for which saidlength is less than, and, instead, is at least equal to that lengthwhich would have been provided on the ticket had the disembarkingpassenger indeed paid the exact fare for the number of intervalsactually traveled.
 8. The apparatus of claim 7 wherein the detectingmeans includes: movable stop means; feed means for advancing each ticketso tendered toward said stop means; and means, responsive to saidregistering means, for moving and setting the stop means at a distancefrom the feed means which equates to said length, whereby each timeanother interval of travel has lapsed, the stop means may becorrespondingly moved relative to the feed means and set.